Air-brake, lighting, and signaling system for railway-trains.



No. 879.397. PATENTED FEB. 18, 1908. W. G. MAYO & J. HOULEHAN. AIR BRAKB,LIGHTING,AND SIGNALING SYSTEM FOR RAILWAY'TRAIN 'APPLIOATION FILED JAN. 31. 1907.

7 SHEETS-SHEET 1.

A TTORNE Y5 No. 879,897. PATENTED FEB. 18, 1908.

W. G. MAYO & J. HOULEHAN. AIR BRAKE,LIGHTING,AND SIGNALING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JAN. 31. 1907.

7 SHEETS-SHEET 2.

No. 879,397. PATENTED FEB. 18, 1908.

W. U. MAYO & J. HOULEHAN.

AIR BRAKE,LIGHTING,AND SIGNALING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JAN. 31. 1907.

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W. C. MAYO & J. HOULEHAN. AIR BRAKE,LIGHTING,AND SIGNALING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JAN.31. 1907.

'7 SHEBTSSHBET 4.

& \N\ am k & WA M %& MN a a N fix W Q NA QN & k ANNA m M wm Q m j m N Z 0. Q A w fi A TTOAA-"li 1 5 PATENTED FEB. 18, 1908. W. O. MAYO & J. HOULEHAN.

AIR BRAKE,LIGHTING,AND SIGNALING SYSTEM FOR RAILWAY TRAINS. APPLICATION FILED JAN. 31. 1907.

7 SHEETS-MEET 5.

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vN0. 879,397. PATENTED FEB. 18, 1908. W. U. MAYO & J. HOULEHAN. AIR BRAKE,LIGHTING,AND SIGNALING SYSTEM-FOR RAILWAY TRAINS.

APPLICATION FILED JAN.31.1907.

7 SHEETS-SHEET 6.

W1 TNESSES A TTOR/VEJ'S No. 879,397. PATENTED FEB. 18, 1908. W. G. MAYO & J. HOULEHAN. AIR BRAKE LIGHTINGAND SIGNALING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JAN. 31. 1907.

7 SHEETSSHEET 7.

%% By I l/ UNITED STATES PATENT oEFIoE.

WILLIAM C. MAYO AND JOHN HOULEHAN, OF EL PASO TEXAS ASSIGNORS OF ONE-THIRD T0 GEORGE EDWIN BRIGGS, OF fBAEs'roW, .TEXAs;

AIR-BRAKE, LIGHTING,- ANDISIGNALING SYSTEM Foe BAILWAYLTB'AINS.

States, residing. at El Paso, in the county of El PasoandState of Texas, have invented a new and useful Air-Brake, Lighting, and Signaling System for Railway -Trains, of which i the following is a specification, This invention relates to impirovement's 1n the electric control of the bra ing mechanism of railway trains and ,the lighting ofsaid trains and also the signaling, between the train crew and the engineer. 1

This invention relates particularly 'to a means whereby the brakingof the train-is.

under the direct control of the engineer without, however, the necessity of air connection between the engine cab and the several cars of the train.

One object of the invention'is to provide each car with abrakin unit controlled from the engine cab [entire y, by electric means, thus doing away with the usual air pipes, and in this connection means are provided whereby each car may be e uipped with the Westinghouse or New Yor air-brake mechanism but will be independent of the usual air reservoir on the engine since by this "invention each car will provide when runningfthe requisite air supply automatically.

A further object of the invention is to provide each car with a means set into operation automatically by the closure of the throttle valve on the engine-whereby the air-brake units upon each car will be put into operation to maintain the predetermined air pressure in the air reservoir u on each car at the maximum pressure, so t at power usually allowed to waste is utilized for the pur ose of maintaining the air pressure for the rakes at its maximum, and, incidentally, aiding in the brakin of the train.

A further 0 j ect of the invention is to pro vide each car with an automatic device whereby, should the car run away, the braking mechanism-. will be put-into operation automatically and the air pressure brought to a maximum without the attention of-an operator, wh'ether'trainman or engineer.

A further object of the invention is to provide a braking mechanism which can be applied to cars in such manner that they may e coupled to trains using the common West-' inghouse or New York systems and operated without interference therewith.

, Specification of LettersBatent. Application filed January 31. 1907. Serial No. 365.148.

the conditions of low air Eatentedjeb. 18, 1908.

A-fd-rthei object of the invention'is toprovidefa train" lightingsystem whereby the same general circuits and means of control utilized for the operation of the brakingmeehanism may be'used'for the production of elec tric li' hts; :this connection a further object o the-invention is to provide a-signaling means for use=between the conductor and'engineerwhereby'fthe same system of circuits 1s jutilized byv adding --thereto the necessary mechanism to produce the signals, after the manner, of u-sin ,f'ln conjunction with the ordinary lairabra e-{system, a system of signals for thei-use' oflthe cond uctor and engineer. v t

In car "ng out ourfinvention along these various lines we'prov-ideeach carwith an ordinary Westinghouse or New York air-brake and provide; the cars soequipped, with our invention, whereby each car becomes a-unit and is provided with a main air reservoir into which air is pumped-to the requisite pressure and there maintained by means of 'an airpump' operated from the car wheels, and automatically. eonnected to andv disengaged from the wheelsto maintain a constant pressure in the reservoir. Combinedlwith this pumping IHEOhaIilSm and pressure reservoir there is a-valvemechanism for providing ordinary and; emergenc service, which. valve rent from the engine and controlled as hereinaften described by a switching mechanism e5 mechanism-is contro ed by a closed'electric I i circuit charged from a source of electric curconjunction with the ordinary air-brake valves now in use.

As to the valve mechanism. forming part of the present invention, it will be described in detail further 'on, but it maybe here stated that provision is made for itsoperation by electric means so that the braklngof the train-is under the same control of the engineer. as is found in the ordinary air-brake s stems; and provision is also made whereby the breaking of the electric circuit ,'and, there fore, the loss of control of'this valve mechanism, will cause the setting of the brakes, and should-the car continue to run the air pressure will be brought to normal even under pressure when the brakes were first set.

In the practice of our'invention on a tram supplied with air-brakes controlled by elecwhich are utilized for the transmission of signals from the conductor to the engineer,

' and to apprise the engineer of'breakages of the circuit or other conditions that may exist in the system.. All this will more fully appear from the fully detailed description taken in connection with the accompanying drawings forming part of this specification, in which, v

Figure 1 is a side elevation, partly in section and partly diagrammatic, of a car truck showing the pumping and storage mechanism; Fig.2 is a cross section, partly in elevation, of the car axle driving mechanism; Fig. 3 is a detail view of the same; Fig. 4 is a sectional view of the pump and driving mechanism therefor; Fig. 5 is a sectional view of the equalizing valve connected with the pump delivery; Fig. 6 is a central longitudinal section, with parts in elevation, of the electric valve operating mechanism; Figs. 7, 8

' and 9 are similar views of the valve operating mechanism in different positions; Fig. 10 is an elevation, partly in section, of an ordinary air-brake controlling valve with an electric switch attached;'Fig. 11 is a plan View of the same; and Fig. 12 is a diagram of the electric circuits; and Fig. 13 is -'a detail sectional view through the valve mechanism for controlling the car air reservoir pumping mechanism. I

' Since the braking mechanism'per se formsno part'of the present invention, it has been omitted from the drawings, and the train is represented by a single car truck, which latter is shown largely diagrammatic.

As shown in Fig. 1, the car truck is represented by two wheels 1.1 and a portion 2 of the yoke connecting the same, this being sufiicient for the understanding of the pres ent invention. Bolted to one of the crossbeams 3 of the car truck is a yoke-shaped frame 4 having'atits free end a journal bearing 5 encircling and concentric with one of the car axles 6. The journalbearing 5 has journaled in it the hub 7 of a cam wheel 8 which is split for application to the journal and around the car axle this cam wheel 8 has formed in one face a cam groove 9, the urpose of which will be hereinafter descri ed. The hub 7 of the wheel 8 is of greater internal diameter than the car axle 6 so as to at all times remain outof contact therewith.

Adjacent 'to the cam wheel 8 there is securely fixed upon the axle 6 a small pulley 10 press air.

. the said ipe 29.

splined to the axle and split for easy appli -z cation thereto. In practice the bore of this pulley will be made large enough to fit any car axle and bushings will be used to reduce the internal diameter sufficiently for various sizes of car axles.

Upon the frame 4there is formed an offset 11 formed with a bearing '12 for a bell-crank lever"1314, the member 13 of Which-has formed in its outer end the journal boxes 15 for a short shaft 16 carrying upon one end a large pulley 17 and upon the other end a small pulley .18. The pulley 17 maybe faced with some friction material; such as leather or wood, as indicated at 19, and the pulley 18 may be likewise provided'onits periphery. The purpose of thepulley system 1017118 is to transmit motion from the car axle to the cam wheelS, andthis motion is to 'be transmitted intermittently as will hereafter appear. 1

Secured to the cross-beams 3is a ump cylinder 20, shown in Fig. 1 and. on a arger scale in Fig. 4. This" pump is of the ordinary single acting type and is designed to co1n-. For thispurpose it is provided near one end with an inlet opening controlled by a check valve 21' and communicating through the latter and through a strainer 22 with the external air. Air is drawn into the cylinder 20 through the check valve 21 by means of a piston 23 carried by a piston rod 24 guided by the pump head 25 and an arm 26 on the frame 4, and this, piston-rod terminates in an anti-friction roller stud bearing 27 en a in in the cam roove 9 in the cam wheel 8. The cam groove is so shaped as to impart a motion to the'pu-mp piston through the greater part 'or only during a small portion of the rotation of the cam wheel. When the piston has been moved to draw air into the cylinder 20 and is then returned, the check valve 21 closes and another check valve 28 in a pipe 29 leading from the pump cylinder opens and allows the air to pass into In the pipe 29'is another check va ve 30 and beyond this check valve is connected to thepipe, 29 the branch pipe 31 leading into a-cylinder 32 to one side of the piston 33 (see' Fig. 5), which, in, turn, is mounted upon a is'ton-rod-34 which extends in'one directlon outwardly to a gland 35 and terminates in an eye136. The pistonrod 34 passes through and'beyond t 1e piston 33 and at its end'there is another and larger piston 37 moving in an enlarged-por tion 38 of said cylinder 32. Between the piston 33 and the end of the smaller portion of the cylinder '32 there is a helical spring 39 surrounding said piston-rod and serving to drive said piston 33 away from the gland end of the cylinder 32. The other and large end of the cylinder 32 is connected by a pipe 40 with a casing 41 divided into two compart ments 42-43 by a diaphragm 44 in which is erase? formed a valve seat for a valve 46 contained in the compartment 42 and having its stem 47 guided by a spider 48 and a head 49, between which latter and the spider the valve stem is surrounded. by a helical spring 50. The upper end of the casing 41 is threaded both internally and externally and the head 49 is threaded to screw into the upper end of said 'clasing'41 and compress the spring 50 to a greater or less extent. The spider 48 is fast upon the valve stem but loose within the casing-so that the spring 50 is free to act upon said valve. Screwed on to the upper end of the casing 41 is a cap 51 to protect the valve from harm or malicious manipulation.

The lower'chamber 43 of the casing 41 is provided with a drain-cock 52 and also communicates by a branch pipe 53 with the pipe 29 coming from the pump 20 by means of a T-coupling 54. The pipe 29 extends between the branch pipe 31 and the coupling 54 and contains a check valve 55. Beyond the coupling '54 the pipe 29 extends ultimately to the air-brake mechanism, not

- shown, but between said mechanism and the yond said reservoir a check valve 58.

coupling 54 the pipe29 connects by a branch pipe 56 with a reservoir 57 and contains be The reservoir 57 constitutes the compressed air reservoir for the particular car which carries it and takes the place of the main reservoir always situated on the engine with the usual brake mechanism heretofore used, an auxiliary reservoir being always provided on each car.

In the pipe 53 between the check valve contained within the casing 41 and the connection of the pipe 53 with the pi e 29 at the coupling 54 there is included a va ve mechanism 59. i

cylindrical casing AB, the part B screwing into the part A, at which point the casing carries a solenoid C to be hereinafter referred to. ,The pipe 53 coming from the check valve casing 41 is screwed into a suitable nut D formed at the upper end of the chamber, and the other branch of the pipe 53 is screwed into a similar nut E also formed in the upper part of the chamber opposite the nut D. Between the two connections D and E the upper part A of the casing is divided into two chambers F and G by a diaphragm H in which is formed a valve seat I.

' valve Lisa stem Q carrying a so enoid armawill deliver air through the The structure 59 consists of a two-part dred pounds.

ture R, and above the solenoid is aismall fixed valve S upon which is seated a larger valve T movable longitudinally on said stem and having a seat formed for the valve S. Said valve T is adapted to seat in the valve seat I. The stem Q at its upper end fits snu ly in an opening formed in a small chamber U within the chamber F, and around this valve stem where it passes through the opening in the chamber U is a loose packing so that the chamber U'will operate after the manner of a dash-pot when the stem Q is moved into the same.

The valve L has formed on it fingers V in the path of a sto' W on the stem The solenoid 3 is connected by conductors X -Y to an electric circuit to be hereinafter described, it sufficing at this point to say that the circuit may be so connected to and controlled by the throttle valve on the engine that the solenoid will be energized sufficiently to cause it to drawits armature R to the desired extent when steam is shut off at the engine, as, for instance, when the engineer desires either to slow up or to stop the train.

Reverting, now, to the piston rod 34, this latter piston-rod is connected by means of a spring 60 to a short lever 61 of the first order mounted upon a bracket 62 depending from the car frame or other portion of the car, and this lever is connected at its other end to the arm 14 of the bell crank lever 1314. The lever 61 is constrained to move, by means of a spring 63, in such manner as to draw the piston 34 outwardly and through the bellcrank lever 1314 lift the pulleys 17 and 18 away from the pulley 10 and cam wheel8.

The check valve 55 is set to 0 en at some predetermined pressure, say fifty pounds. Before this pressure is reached the pump 20 pipe 29 and branch pipe 31 to the cylinder 32 in front of the piston 33. Now, assuming that the spring 39 has a normal expansive force of fifty pounds, the piston 33 will be held in a position away from the gland end of the cylinder with a pressure of one hundred pounds. This pressure will act through the lever 61 and bell crank lever 13*14 to maintain the pulleys in operative contact and keep the pump in working condition. After a pressure of fifty pounds in the pipe 29 has been reached, the air will pass the check valve 55 and ultimately reach the reservoir.57 and the pumping will continue until a pressure of, say one hundred and fifty pounds has been reached in the reservoir. This pressure will also be maintained in that portion of the cylinder 32 in front of the piston 33 in additionto the-initial pressure of one hum Now, however,- the reservoir pressure will react through the pipe 53 upon the valve 46 in the cylinder 41. If this valve has been. set to open at a pressure of, say one hundred pounds, the excess of prescause the lever 61, acting through the bell crank lever 1314, to lift the pulleys 17 and 18 out of engagement with the pulley 10 and cam wheel 8. Air will leak past the piston 33 into the space between the two pistons 33 and 37 and escape through the open outlet 64. This will reduce the pressure in front of the piston 33 and piston 37 will ultimately move sufliciently to cover the outlet 64, though a very small leakage is always purp'osely present. Now air from the reservoir will pass to the braking mechanism necessarily and ultimately the pressure will be reduced. When this occurs and the pressure drops to one hundred pounds the check valve 46 will close and the leakage pastpiston 37 will reduce the pressure in the large end of the cylinder 32. The excess of pressure in the small end of cylinder 32 will cause the latter .to return to its first position, thus again bringing the pulleys 17 and 18 into contact with the pulley 10 and cam wheel'8 and again operating the pump to compress air. Thespring 39 has sufllcient force to bring the pumpbperating parts into opera-' tive connection when the pump is started and this is quickly supplemented by the increased air pressure. The pistons 33 and 37 will ultimately return'to their first positionbecause of the leakage past them when the air pressure in the reservoir 57 has reached a point which permits the valve 46 to close ut this air pressure is even then greater than that required for the operation of the airbrakes, which-latterpressure-is usuallyabout seventy pounds, so that when the air pressure in the reservoir 57 is reduced to' approximately one hundred pounds the pumpmg will be resumed and the pressure again raised to one hundred and fifty pounds. This operation is performed-automatically from time to time as required.

Suppose, now, that the structure included in the casing 5.9 were absent. The operation just described would take place as described, but if the ,brakes had been applied and the pressure in the reservoir 57 had been reduced partly, that is, not enough to cause the pump to be put into operation, the next time the brakes were operated, as, for instance, when the train was brought to a standstill, the

pressure in the reservoir 57 might be reduced much below that necessary to maintain the brake-operating pressure. Then while the train was starting and getting up speed there would be the additional work imposed upon This piston is larger eraser the engine of not only starting the train but of operating the several pumps for the several reservoirs 57 and this at a time when the engine is under greatest load. By means of the structure 59 the pumps are automatically set in operation when the train is slowing down, either from temporarry shut-offs or when preparing to make a full stop, and even though the brakes are. being or have been applied the pumping will proceed as long as t e pressure has-been reached in the reservoirs 57.

The arrangement is such, as will hereinafter appear, that when the engineer closes the throttle to shut off the steam suificient current reaches the solenoidsC to cause each of them to attract its armature R The valve stem Q fast on said armature R will be moved in a direction to cause the valve T to be seated in the valve seat I where the final movement of seating will be effected by the back pressure from the reservoir 57 and this pressure will hold the valve T in place. A sudden motion of the valve stem Q is prevented by the dash-pot action of the charnvalve T. Now, theleak past the piston 37 reduces the pressure on that piston until the valve 46 wil be closed bythe s ring 50 since no air can pass the valve T. 1 he spring 39 behind-the piston 33 and also the air pressure reaching the same through the pipe 31 will move the piston 33 so as to bring the pump into action, as heretofore explained, and this action is maintained until the reservoir has beenpumped up to the predetermined pressure. When this pressure is reached it will act through the valve L n on the spring M until the said valve is moved to 0 en the exhaust or blow-off passage P, at t is same time compressing the spring M and also by the fingers V pulling down the valve stem Q and unseating the valve S from the valve T, which valve S is purposely made very small. This operation permitp the pres sure to accumulate under valve 46 and raises the same, whence pressure reaches the piston 37 and moving the same cuts out the pump.

'As soon as the pressure is equalized the valve train is moving or until the maximum' -nut 73 is a s ring eraser ance of the pumps also serves to brake the train to the extent to which they ofierresistoff, then the pump-operating mechanism extraneous to the mechanism included in the casing-59 will serve to cause the pumping of air into the reservoirs 57.until the maximum pressure is attained.

Between the main power reservoir and the regular triple (which latter is required only on cars equipped with hose couplings for the regular air-brales as well as with the present invention) the auxiliary reservoir and the brake cylinder, there is located a reducing valve operated electrically from the engineers cab to assume the positions of running, service and emergency. This reducing valve or electric triple, as it may be called, is shown in section in Fig. 6 and in the several operative positions in Figs. -7,' 8 and9. It consists essentially of a casing having formed in one side a chamber 66 communicating through a port 67 with the supply pipe 29 coming from the main pressure reservoir 57. Within the chamber 66 is a valve system comprising a slide valve 68 on one end of a valve stem 69 and near the other end of this valve stem there is secured an armature 70 for a solenoid 71 located in an enlargement 72 .of the casing 65 in line with the chamber 66. The valve stem 69 passes through an adjustable guide nut 73, and a cap 74 below the solenoid and holding the latter in place is screwed to a threaded stud 75. Formed on said cap 74 is a sleeve 76 having one end closed by a perforated diaphragm 77 and the other end closed by a nut 78. Between the diaphragm 77 and nut 78 there is confined a-helical spring 79 and disk 80 which is normally pressed by the spring 79 against the diaphragm 77. This dia phragnr 77 is centrally perforated for the passage of the lower end of the valve stem 69 and the disk. 80 acts as an abutment for the valvestem 69, which latter, under conditions hereinafter set forth, projects through the perforated diaphragm 77 and compresses spring 79 to a greater or less extent. The lower end of the sleet e 76is closed bya cap 81.

Fixed upon the valve stem 69 below the slide valve 68 there is a piston 82, and carried by said valve stem 69 but not fixed thereon is another piston 83 between which and the The cham er 66 has an exhaust port 85 within the range of travel of the piston 83,

as hereinafter described.

The slide valve 68 is provided with a port 8.6 .which may be moved into and out of communication with the pipe 29, and this slide valve is held in contact with the 'side of'the easing into which the pipe .29 opens. by a bow-spring 87;

Centrally located within the casing 65 is a cylinder 88 divided into two chambers 8990 by a piston 91, the stem 92 of which is formed into a valve 93 seated on anauxiliary valve 9 1 which is, in turn, seated in one end of a casting 95 screwed into the lower end of the casing 65 and having tapped therein the exhaust pipe 96 and a drip valve 97. The lower end of the stem 92 passes throughthe seat 94 of the valve 93 loosely and is guided at its lower end'within the casting 95 b a spider 98 free to move up and down wit 'n said casting 95 with the stem 92.

The upper end of the cylinder 88 is closed by a dome 99 tapped centrally to receive a bushing 100 for the passage of a stem 101, the upper end of which receives a fixed nut 102 and the lower end of which carries a valve 103. Between the nut 1 02 and the bushing 100 the valve stain is surrounded by a spring 104:, purposely of little tension. Within the cylinder 88 there is a valve seat 105 dividing the 'chamber 89 into two parts, and this valve seat receives the valve 103 under certain conditions, but normally this valve is open. Through the dome 99 there is a permanent'opening 106 and at the bottom of thecylinder 88 there is another permanent opening 107. The interior of the casing 65 is thus in constant communication with the portion of the chamber 89 above the valve seat 105 and also with the chamber 90 through the port 107. The chamber 66 and interior of the casing 65 are put into communication from time to time through a valve 108, the stem 109 of which is surrounded by a spring 110 and enters a hollow nut 111 cap ed into an extension 112 'on the interior.

of t e casing 65 above the chamber 66. This valve 108 is set to open at a pressure of, say thirty pounds. The interior of the casing 65 communicates through a coupling 113 and three-Way valve 11% 'to a pipe'l15 which leads toa regular triple, auxiliary reservoir and brake cylinder (not shown) of an ordinary air-brake system. It will be understood that the regular triple is used only when the system of the present invention is to be operated in connection with other systems, for otherwise the ordinary triple is omitted since the electric valve takes the place of the triple usually employed, but the regular; triple will usually be present so that the system of the present invention may be combined with the ordinary system.- The pipe 29 and pipe 115 may be put into communication by means of a shunt pipe 116 bridging the casing 65 and valve mechanism therein, the three-way valve 114 being utilized for this purpose when it is desired to cut out the system of the present invention and use the brake mechanism in the usual way.

Access to the interior of the casing for the adjustment of the valves 103 and 108 is had through the 11 per end of the casing 65 which is normally c osed by acap 117.

The chamber 66 and chamber 89 are in communication through a by-pass 1 18 which is opened and closed at intervals in the operation of this mechanism, as will presently ap- Assuming that the solenoid 71, which is included in'a constantly closed electric circuit, is but weakly energized so as to be inoperative, the spring 121 will lift the valve stem and slide valve 68, together with the piston 82, until the port 86 is in communication with the pipe 29. Within this pipe 29 is an air pressure of, say one hundred pounds, coming from the main reservoir 57 through the reducing valve 58. This air pressure is at once established in the charmer 66 and opens the valve 108, which is set at thirty pounds. casin 65 a pressure of seventy pounds is established through the coupling 113 and pipe 115 to the air-brake mechanism. At the same time this pressure will be established in the upper end of the chamber 89 and will'flow past valve 103 into the lower portion of the chamber 89. .It will also be established in the chamber 90, the piston 91 under these conditions being in such position that the valve 93 is closed. The compressed air entering through the port 86will also pass around the piston 82 through the leak assage 119 and by-pass 118 into the chamber 89, so that under these conditions the valve 103 will not be closed by any inrush of air through the opening 106 since the pressure on each side thereof is equal ized. Now, by this time the air pressure on each side of the piston 82 has become equalized and the s ring 121 will lift the slide valve 68 until t e port 86 fully fmatchesthe opening coming from the pipe 29 and at the same time the piston 82 has closed the upper end of the leak by-pass 119. Now, let it be assumed that the :solenoid 71 is more strongly energized, but not to its full extent. The armature will be drawn down-partially into the solenoid against the action of the spring 1'21. This will draw down the slide valve 68 and piston 82 so that the port 86 is out ofcornmunication with the pipe 29 and the piston '82 has closed-the lower end of the by-pass leak 119. However, the pull of the solenoid is unable to draw the piston 83 past the exhaust port 85, so that the latter remains closed. Now, by energizing the solenoid to a greater extent,=the armature is Therefore, within the eraser drawn still further into the solenoid and the piston 83 is lowered until the port 85 is open to a small extent. This permits air to leak through the passage 118 from the chamber 89'to'the external air and the pressure in the said chamber 89 is therefore reduced, where upon the valve 103 closes and the piston 91 is'raised, thus openingthe valve 93'and permitting the pressure in the casing 65 and in the brake mechanism 'to be reduced, thus setting the brakes in the ordinary manner for a service application. This position of the parts is shown in Fig. 8. When the solenoid is again weakened to normal condition the parts once more assume the position shown in Fig. 7, which is the condition necessary for runnin When the solenoid is fully. energized the armature is pulled'down'to the greatest extent, not only compressing the spring 121 but also the spring 79. This will lly open the exhaust port 85, allowing a quick reduction of pressure in chamber 89 and the piston 91 will then quickly rise sufficiently to not only open the valve 93 but the spider 98 will also lift theauxiliary valve 9 1, allowing a large out-flow of air through the exhaust pipe 96 and a correspondingly quick reduction of pressure in the air-brake ap paratus, thus providing for the emergency ap lication of the brakes.

n Figs. 10 and 11 is shown an ordinary engineers controlling valve-123 for an air- ,.,brake system, and no description of this valve is necessary. On the handle 124 of this valve, but insulated therefrom, is a switch-arm 125 arranged to pass over and make contact with a continuous con-tact plate 126 and also with a series of contacts 127, the switch-arm itself acting as a bridge between the two contacts 126- and 127.

The switch-arm should be wide enough to bridge two contacts 127 without breaking the circuit through the solenoids.

Upon the engine is located an alternating current dynamo 128, driven continuously by steam from the boiler through the intermediary of any a proved small steam engine or turbine (not s iown). [One terminal of the dynamo is connected through a conductor 129 with the continuous-contact plate 126 on the engineefs valve, while the series'of contacts 127 are connected respectively to the terminals of booster coils 180 by means of the conductors 131. The arrangement is such than when the engineers air-brake valve is on release or on running no booster coils are inserted, but when the valve is on lap, service and emergency the booster coils are placed successively in circuit. The purpose of these booster coils is to increase the voltage of the dynamo for a purpose which will presently appear.

The electric circuits of the system are shown diagrammatically in Fig. 12, which areas? includes the engine circuits and that of two cars equipped with the brake mechanism. In this figure the engineers operating. valve is indicated by a switch-arm 124. The cir-" cuit from the dynamo 128 may be traced through an equalizing rheostat 132, to be hereinafter described, one or more sections 1 30 of a booster coil to the switch-arm 124, thence to the solenoids 71 in series, and finally returning by the return conductor 135 to the dynamo 128. The solenoids 71 are in this diagram representative of the electric valveoperating mechanism of the car. The sections 130 of the booster constitute the secondary thereof, while the primary coil of this'booster is indicated at 143, and this primary coil 143 may be branched between the main out-going conductor from the dynamo to the return conductor 135 and may include a switch-170, as indicated.

Account must be taken of the fact that each solenoid 71 develops certain counter electromotive force, and when a number of these solenoids areyin. circuit they serve .to cut down the voltage of the dynamo; therefore,

since the pull of each solenoid must be carefully adjusted, there is placedupon the englue in the circuit including .the solenoids the equalizing rheostat 132 which is, in fact, but

a series of cho. ingcoils each matching in effect the respective solenoids of the train. Thus a train made up of a number of cars will develop in the solenoids a certain counter electro-motive force andthe engineer will then adjust the equalizing rheostat 132 in such manner that the voltage of the dynamo will be raised to the normal conditionwhich would prevail it but one solenoid were used so that a pull of the solenoid predetermined upon, may be always established, no matter how many solenoids there may be added to the train.

The adjusting rheostat is of the ordinary character and need not be described.

Assumingthat the system is adjusted for a predetermined voltage with a certain number of solenoids 71, when the switch-arm 124 is placed upon release or running contact the solenoids will be inoperative, their pull being too. weak to overcome the springs 12]. Now, when the switch-arm is placed upon the next contact it will cut in one of the boostereoils and the solenoid will be more strongly energized, pulling its armature in a distance in opposition to the spring 12] and.

thereby moving the slide valve 68 and piston 82 tothe position of -lap. By a further movement of the switch-arm the other contacts will cut in more of theboo ster coils and thereby successively increase the dynamo voltage and thus more strongly energize the solenoids and draw the armatures thereof to move the slide valves 68 and pistons 82 to the service and emergency positions as the case may be.

The dynamo circuit may have av transformer 136 branching therefrom and controlled by a switch 137 and in the secondary of this transformer may be arranged an are light 138 under the control of the reactance coil 139' and switch 140, and from this same secondary circuit may bebranched another circuit controlled by a switch 141 and containing incandescent lamps 142 in multiple are. This lighting circuit just describedis to be located upon the engine, the are light serving as an electric headlight.

Branched oil from the conductor 129, and

which may include a portion of the conductor coil 151 tapped at intervals byconductors 152 leading to terminals 153 in the pathof a switch-arm 154 coupled by a conductor 155 to one terminal of the first of the series of solenoids C. The other terminal of the first solenoid C is connected by a conductor 156 to a magnet 157, and the returnconductor 158 of this magnet includes a switch 159, and connects to one terminal of the nextsolenoid C, the other terminal of which is connected by a conductor 156 to another magnet 157 having its other terminalconnected by a conductor 158 through aswitch 159 to the third solenoid C, and so on throughout the train.. The first magnet 1157 is mounted upon the engine while the other magnets 157 are mounted upon the several succeeding cars of the'train. Each magnet 157 has'in operative relation thereto an armature 160 under the control of a retractile spring 161, and arranged to be held away from a contact 162 by the attractive force of the magnet 157 but .to make contact therewith underthe action of the spring 161 when the magnet 157 is deenergized. The contact 162 opposite the armature 160 of the magnet 157 upon the engine is connected to one terminal of an incandescent lamp .163, the other terminal of which is connected by a conductor 164 to the main out-going conductor coming from the dynamo 128, While the armature 160 is connected by a conductor 165 through a bell or othe'r audible signal 166 'to the return conductor 135.-

Upon each car the armature 160 is connected as before to a'bell 166 but the contact 1 162 is connected ,to one side of a battery 167 and the other side of this battery is connected to the bell 166 and the lamp 163 is omitted. Thus, each bell 166 on a car will ring automatically should the cars become'uncoupled and the electric connections-from the engine of the train.

be broken, while the hell on the engine will ring from the current supplied by the dy- 'namo should, from any cause, a train be broken in two and the continuity of the electric circuits be thus destroyed. It will be understood, of course, that the bell 166 and lamp 163 on the engine may be so adjusted as to operate with the current furnished by the dynamo, the lamp acting as a non-inductive resistance.

Each conductor 158 may be coupled di- In the return circuit near the dynamo 128 1 there may be included an adjusting rheostat 133 or the field of the dynamo may also be provided with an ordinary field rheostat.

It will be observed that on the closing of the throttle valve by-means of the-throttle lever 147 so as to shut oli steam, the bridging contact 1.46 will close the circuit through the coil 150. Now, by a suitable adjustment of the switch 154 the booster coil consisting of the coil 150 and so much of the coil 151 as may be included in the circuit by the'switch 1 54-, will cause a stronger current to be generated in the signal circuit; and the solenoids C, which are constructed to be inoperative to the normal current of the signal circuit, will now be rendered active by the stronger cur rent and will therefore operate as before de' scribed through the controlling device 59. The momentary opening and closing of the signal circuit by the'switehes 159 for the purpose of transmitting signals will be insufficient to afiect the solenoidsC to an extent to cause them to o crate. V

. If it be round that the solenoids C develop a counter electro-motive force to cut down the current when cars containing them' are added to the train, a suitable equalizing rheostat may be included in the signal circuit inorder to take care of the solenoids G in the same manner that the equalizing rheostat 132 is arranged to take care of the solenoids 71. V

The dynamo will be of sufficient size, when used on passenger trains, to provide lights for the train. These lights, which are indicated as incandescent lamps arranged in multiple-arc, may be included in circuit with the secondaryvcoils of transformers 172, the primar coils of which are included in multiplearc ranches through conductors 173 from the main out-going conductor leading from the dynamo and the common return conductor 135. The secondary circuits of the transformers 172 may also include electric fans, indicated at 174. I

The presentinvention will not necessitate the fitting of trains .w ith a complete new system of air-brakes, since the cars next to the engine may be supplied with the ordinary air-brakes controlled by air supplied from the engine, and cars may be added to such a train w ith the electric equipment constructed in accordance with this invention, the only thin necessary being the source of current on the engine and the addition to the airbrake engineers valve of the switch and regulating means herei-n' set forth, which will in no wise interfere with the operation of the ordinary air-brakes, and the necessary conducting wires under the cars. Our system can therefore be installed on all cars very cheaply and Without interference withv existing air-brakes equipments.

' We claim:

1. An air-brake operating system for railway trains comprising an operating unit in each car consisting of a main air reservoir, an air pump communicating therewith operated by the running gear of the car and controlled by the ba'ck-pressure from the reservoir, and an electric valve-controllingdevice cons ructed to apply the brakesin direct proportion to the current supplied thereto,

in combination with a source of electricity located on the locomotive, conductors therefrom to the valve mechanism upon the car, and controlling means for the electric circuit also located on theengine.

2. An air-brake operating system for railway trains comprising an operating unit on each car consisting of a main air reservoir, an air pump communicating therewith, a driving mechanism for the pump operated by the running gear of the car and controlled by the back-pressure from the reservoir, and a valve movable to different operative positions for operating the'brake mechanism and electrically actuated from the locomotive.

3-111 an air-brake operating system for railw ay trains, an operatin unit on each car, an electrically operated valve for the brake mechanism movable to different operative positions, electric circuits leading irom the valve-operating mechanism to the engine cab, and means on the engine cab for charging the valve circuit with currents of a strength directly proportioned to the desired extent of movement of the valve.

4. In an air-brake operating system for railway trains, an operating unit on each car, an electrically operated valve for the brake mechanism movable to difierent operative positions, electric circuits leading from the valve-operating mechanism to the engine cab, a source of energy on the engine cab for constantly charging said circuit a ith currents of insufficient strength to operate the'vaive eraser controlled by the bach-pressure from the reservoir, an electrically controlled valve movable to difierent operative positions for controlling the brake mechanism, a source of current on the engine, circuits therefrom including an electric valve-operating mechanism, and means on the engine for charging said circuits with currents of different strengths sufficient to move the valve to its difi erent operative positions.

6. In an air-brake operating system for rail' way trains, an electrically operated air valve, on each car movable to difierent o erative positions, an electric circuit inclucing the several air valve operating mechanisms upon the different cars of the train, a source of electric current for normally charging said circuit to an extent insufiicient to operatethe valve nechanisms, and means under the control of the engineman for increasing the current sup lied to an extent sufficient to operate sai' valve mechanisms.

v 7. The combination with an air pump of means for driving the same consisting of a cam wheel having a cam groove coacting with the pump piston, a train of friction gear between said cam wheel and the prime mover, and means for putting the friction gear into and out of communication with the prime 40 mover; r

8. In an air-brake operating system, the combination with an air reservoir and a pump for supplying air under pressure thereto, of controlling mechanism for the pump consisting of check valves in communication with the pump and air reservoir adjustable to open at a predetermined pressure, and a diflerential controlling. device for puttin the pump into and out of action, controlle by the back-pressure from the reservoir.

9. In an air-brake operating system, the combination with an air reservoir and a pump for supplying air-under pressure thereto of back-pressure check valves arranged to open under predetermined pressure, and a differential controlling device for putting the pump into and out of operation comprisin a cylinder containing two pistons of di erent eieas, one in communication with the pump and the other in communication with the air reservoir. I

I 10. In an air-brake operating mechanism,

a car unit for supplying compressed air to the air-brake mechanism consisting of an air as reservoir, a pump for supplying airthereto,

= with the locomotive, w

gearin for transmitting motion from the car ax e to the pump, back-pressure check .valves betweenv the'pump and the air resere voir, a cylinder containing pistons of diiiere'nt sizes communicating with the pump and air reservoir, and connections between .said piston and the driving gear for the pump for puttin said gear into and out of action.

11.- n an a irbrake system for railway trains, a brake-controlling valve situated upon each car,'an electric controlling device coupled to said valve, an electric circuit'im eluding all the valve-controlling devices and extending to the engine cab, and means for adjusting the circuit to the number of valvecontrolling'devices included therein.

12. In an air-brake operatin' system for railway trains, an operating V vs mecham ism situated u on each car comprising a casin having 0 ambers formed therein, one cham er containing a valve controlling the main compressed air supply and operated by an electric actuating device controlled from a distance, another chamber containing a piston controlling an exhaust 'valve, said chamber being in free-communication with, the part leadin to the air-brakes on the exhaust side of t e chamber and in intermittent communication therewith on the other side of the piston, a reducing valve between the chamber communicating with the air reservoir and the chamber communicating with the air brakes, and means for reducing the pressure on the side of the aforesaid piston remote from the exhaust valve. i 13. In an air-brake operating system for railway cars, a brak'evoperating valve lo-. cated upon a car and comprising a casing having therein a chamber connected to the main air reservoir and containing a series of valves controlled in one direction bytsprings and in the other direction by electric attrac; tion; another chamber communicating with the first named chamber by an adjustable loaded reducing valve and also in communication with'the air-brakes, and a third chamber containin a piston controlling an exhaust valve, t e said third chamber being in freecommunication with the second. named chamber on the exhaust side of the piston andon the other side of the piston in inter- 'mittent communication with the said second chamber and also with the external air.

14. In an air-brake system for railway trains, the combination'with anair-brake valve located on the locomotive, of an electric switch having circuit terminals corresponding to the operative positions of the air-brake val've, said switch bein mechan- 'ically connected to the air-brake va ve operat- 25 inglever and adapted to be put in communication with electrically operated air-brake units upon cars havingn'no air connection ereb the. simultaapplication of the bra es upon cars 1% having air connection with the locomotive and cars having electrically operated airbrake units, may be effected.

15. In an air-brake system for railway cars, electrically-operated brakecontrolling valves situated upon each car and constructed 'to cause the application of the brakes by operated system of air brakes comprising an air-brake operating unit upon each earand a source of current and controlling means upon the locomotive connected to each air-brake unit, of signal circuits connected to the brake operatin source or current for the communication 0? signals to the engine cab.

17. In an air-brake system 'forrailway trains, electrically-operated air-brake units upon each car,a source of current upon the engine, and circuits between the source of current and the air-brake units controlled from the engine cab, in combination with signal circuits receiving current from the same source of energy on the engine, and lighting and power circuit-s for the train also energized from the same source of current upon the engine.

18. An air-brake system for railway trains, comprising an operating unit on each 'car conslstlng of a main air reservoir, an air pump communicatingtherewith, a driving mechanism for the pump operated by the running gear'of the car and controlled by the back pressure from thereservoir, a means for operating the air pump irrespective of the pressure at the reservoir, and an electric controlling circuit'for the said operating means leading therefrom to the engine cab and closed on the shutting off of steam from the engine.

19. An air-brake operating system for railway trains, comprising an operating unit on each car consisting of a main reservoir air, an air pump communicating therewith, a driving mechanism for the pump operated by the running gear of the car and controlled by the back pressure from the reservoir, and means for setting the pump into actionindependent eraser of the pressure from thereservoir electrically there ith', a driving mechanism for the pump operated by the running gear of'the car and controlled by the back pressure from the reservoir, and means on each car interposed between the reservoirand pump-operating mechanism for closing the latter to the back pressure of the reservoir and electrically controlled from the locomotive 2].. An air-brake operating system for railway trains, comprising an operating unit on each car consisting of a main air reservoir, an air pump communicating therewith, a driving mechanism for the pump operated by the running gear of the car and controlled by the back pressure from the reservoir, an electrically controlled valve between the pump and reservoir, an electric circuit leading there from to the engine cab, circuit. terminals therefor in the path of the-throttle valve mechanism on the engine cab, and a terminal bridging means closing said circuit whentthe throttle is closed.

22. In an air-brake operating system for railway trains comprising a main air reservoir, an air pump and a driving mechanism for the latter operated by the running gear of the car and controlled by the back pressure from the reservoir, a means for controlling the air pump irrespective of the back pressure of the reservoir consisting of'a valve interposed between the reservoir and pump mechanism, an electric'operating means for the valve energized by the closing of the throttle valve on the engine, and a check valve also controlling the electrically operated valve and itself controlled by the maximum back pressure of the reservoir. i

In testimony that we claim the foregoing as our own, we have hereto affixed our signatures in the presence of two witnesses.

' WILLIAHC. MAYO.

' JOHN HQULEI IAN,

Witnesses-to signature of Mayo:

HENRY P. Srnon, W. A. W AaNooK. r Y

Witnesses to signature Houlehan:

A. M. WALKER, H. G. CLUNN. 

